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Yadong SONG, Yanpeng ZOU, Yuan YAO, Ting QIN, Longjiang SHEN. Aerodynamics and countermeasures of train-tail swaying inside single-line tunnels[J]. Journal of Zhejiang University Science A, 1998, -1(-1): .
@article{title="Aerodynamics and countermeasures of train-tail swaying inside single-line tunnels",
author="Yadong SONG, Yanpeng ZOU, Yuan YAO, Ting QIN, Longjiang SHEN",
journal="Journal of Zhejiang University Science A",
volume="-1",
number="-1",
pages="",
year="1998",
publisher="Zhejiang University Press & Springer",
doi="10.1631/jzus.A2400039"
}
%0 Journal Article
%T Aerodynamics and countermeasures of train-tail swaying inside single-line tunnels
%A Yadong SONG
%A Yanpeng ZOU
%A Yuan YAO
%A Ting QIN
%A Longjiang SHEN
%J Journal of Zhejiang University SCIENCE A
%V -1
%N -1
%P
%@ 1673-565X
%D 1998
%I Zhejiang University Press & Springer
%DOI 10.1631/jzus.A2400039
TY - JOUR
T1 - Aerodynamics and countermeasures of train-tail swaying inside single-line tunnels
A1 - Yadong SONG
A1 - Yanpeng ZOU
A1 - Yuan YAO
A1 - Ting QIN
A1 - Longjiang SHEN
J0 - Journal of Zhejiang University Science A
VL - -1
IS - -1
SP -
EP -
%@ 1673-565X
Y1 - 1998
PB - Zhejiang University Press & Springer
ER -
DOI - 10.1631/jzus.A2400039
Abstract: In recent years, train-tail swaying of 160 km/h EMUs inside single-line tunnels has been heavily researched, because the issue needs to be solved urgently. In this paper, a co-simulation model of vortex-induced vibration (VIV) of the tail carbody is established, and the aerodynamics of train-tail swaying is studied. The simulation results were confirmed through a field test of operating EMUs. Furthermore, the influence mechanism of train-tail swaying on the wake flow field is studied in detail through a wind-tunnel experiment and a simulation of a reduced-scaled train model. The results demonstrate that the aerodynamic force frequency (i.e., vortex-induced frequency) of the train tail increases linearly with train speed. When the train runs at 130 km/h, with a small amplitude of train-tail swaying (within 10 mm), the vortex-induced frequency is 1.7 Hz, which primarily depends on the nose shape of the train tail. After the tail carbody's nose is extended, the vortex-induced frequency is decreased. As the swaying amplitude of the train tail increases (exceeding 25 mm), the separation point of the high-intensity vortex in the train wake shifts downstream to the nose tip, and the vortex-induced frequency shifts from 1.7 Hz to the nearby carbody hunting (i.e., the primary hunting) frequency of 1.3 Hz, which leads to the frequency-locking phenomenon of VIV, and the resonance intensifies train-tail swaying. For the motor vehicle of the train tail, optimization of the yaw damper to improve its primary hunting stability can effectively alleviate train-tail swaying inside single-line tunnels. Optimization of the tail-carbody nose shape reduces the amplitude of the vortex-induced force, thereby weakening the aerodynamic effect and solving the problem of train-tail swaying inside the single-line tunnels.
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